Assig-noe of one-thied of



H. I. BEARUP. Steam or Fluid Brake.

No. 231,143. Patented Aug. 17,1880.

, fi iorng-c N.PETERS, FHOTO-UTHOGRAPHER, WASH'NGTON D C UNITED STATES PATENT 9F F IGE.

HENRY I. BEARUP, F ELKHART, INDIANA, ASSIGNOR OF ONE-THIRD OF HIS RIGHT TO CHARLES G. MELOHER, OF SAME PLACE.

STEAM OR FLUID BRAKE.

SPECIFICATION forming part of Letters Patent No. 231,143, dated August 17, 1880,

Application filed January 12, 1880.

To all whom it may concern: tact with the faces of the drivers by the tog- Be it known that I, HENRY I. BEARUP, of gle-joint. Elkhart, in the county of Elkhart and State The other end of the equalizing-bar D is of Indiana, have invented certain new and useconnected by a link, a, with the short arm of ful Improvements in Steam or Fluid Brakes, a pivoted bell-crank lever, G, which at the end 5 5 of which the following is a specification. of its long arm is connected by a rod, d, with The object I have in view is to produce a one end of a transverse horizontal bar, c, flexisteam or other fluid brake for locomotive bly hung beneath the deck-plate of the engine driver and tender wheels, which will be simple, in the ordinary way. This bar 0 is connected 1o cheap, and strong in construction, will be diat both ends with the brake mechanism of the 60 rect in its action upoii the brake-shoes of the locomotive, and at its center with the center locomotive, will act simultaneously both upon of a transverse bar, H, flexibly hung beneath the brakes of the locomotive and those of the the frame of the tender and connected at its tender, will automatically distribute its power ends, by rods f, with the brake-levers ot' the equally to all the brake-shoes, and will be selftender. The barHishung byits center beneath 65 adjusting to compensate for the uneven wear the tender-frame, by two eyebolts and one or of the different brake-shoes or other parts. more connecting-links, so that it can play lat- My invention therein consists in the various erally, as well as in the direction of its length, combinations of the parts and devices,-\as fully to compensate for the uneven wear of the hereinafter pointed out, to accomplish the purbrake-shoes of the tender, and it will assume 7o poses above set forth, and to provide a simple the right position or adjust itself to transmit and certain method of heating the cylinders. the power equally to all the brake-shoes ot' the In the accompanying drawings, forming a tender. part hereof, Figure 1 is an elevation of one The brakes of the tender can be applied by side of a locomotive and tender with mybrake hand, independently of the steam-brake mech mechanism applied thereto, the same being anism, by means of the brake-staff I on the shown partly in section; Fig. 2, a plan and tender, which has its lower end connected by transverse section of a locomotive with the a chain, 9, to the flexibly-hung bar H. which cab removed, the connection with the brakechain passes around a wheel, h, to give the 0 levers of the tender being also shown; Fig. 3, right direction to its pull. an elevation of the flexibly-hung lever of the Each cylinder is supplied with steam, comtender; and Fig. 4, an elevation, showing a pressed air, or other fluid by a pipe, K, which modification of the brake mechanism. enters the lower end of the cylinder on one Like letters denote corresponding parts in side. The steam or compressed air passes 3 5 all the figures. from such pipe up through an elongated port,

On each side of the locomotive, directly bewhich is formed in a raised boss, 2', or annular tween the drivers A, there is bolted to the enflange, upon which the piston rests when it gine-frame a vertical cylinder, B, in which drops after the steam or air has been shut off, moves a piston, 0, having its rod 0 projectso that the piston will not strike the lower 40 in g through the lower head of the cylinder in head of the cylinder, but will leave a steam- 0 the ordinary way. Each piston-rod carries on space beneath it, to increase its activity in its lower end an equalizing-bar, D, which is starting, and for water of condensation, which pivoted centrally in the forked end of the pismay be carried off by suitable valves. When ton-rod, and is connected at one end, by a link, steam is used the two pipes K pass up into 45 a, with the toggle-joint E, which works bethe cab, and are connected together byathree- 5 tween the brake-shoes F, or is adjusted at its way cock, K, which also connects with a pipe, pivot to increase the power of either end over j, leading to the steam-dome, and with an exthe other end. These brake-shoes are hung haust-pipe, 70, so that by turning such cock in from the frame by arms I) in the usual manner, one direction steam will be admitted to both 50 and are free to be moved into and out of concylinders, while by turning the cock in the other direction the steam in the cylinders will pass off through the pipe 70. If compressed air or fluid other than steam were employed to operate the brakes the pipe j would be connected with the fluid-reservoir instead of with the dome.

Each of the cylinders is surrounded by a jacket, L, and the whole cylinder, including thisjacket, is cast in one piece with thelower head of the cylinder in the usual way, the upper end of the cylinder, however, and the space formed by the jacket being left open. The cylinder and this space are covered by a removable cap, L, which can be removed when it is desired to clean out the jacket-space an advantage not possessed by steam-brakes as heretofore constructed. The cap L of each cylinder has a bent pipe, l, with open end, tapped into it to allow the air to pass out above the piston as it moves upwardly, without permitting the admission of dust or dirt into the cylinder.

To heat the cylinders, which is essential when steam is used to work the brakes, I tap a pipe, on, into the bottom of the space of each cylinder, formed by the jacket, and from thence lead the pipe, through the side of the firebox of the locomotive, into the interior of the same. Into the top of the jacket of each cylinder is tapped another pipe, 12., leading upwardly to a steam-ejector, M, which continually draws a portion of the products of combustion from the fire-box into and through the jacket-space, so as to keep the cylinder hot. This ejector could also be used to advantage when hot water is circulated through the jackets of the eylinders, and would make the circulation certain.

Steam or other fluid under pressure being admitted to the cylinders, the pistons will rise, drawing the toggles toward a straight line, and forcing with equal power the brake-shoes of the locomotive against the drivers. At the same time the brake'shoes of the tender will be operated with the .same force, the equalizing-bars and the flexibly-hung bars distributin g the power evenly.

When the fluid is withdrawn from the cylinders the weight of the parts causes the pistons to drop again upon the raised ports without the necessity of using springs for that purpose; but springs can be employed, if desired.

My brake-mechanism possesses the advantages of being simple, cheap, and strong in construction, direct in its action upon the brake-shoes of the locomotive, economical in its use of steam, simultaneous in its action upon all the brake-shoes of both locomotive and tender, and self-adjusting to the uneven wear of the brake-shoes.

In themodification of my device shown in Fig. 4: the equalizing-bars D, instead of being carried by the piston-rods, are pivoted to the toggle-joints, and are connected at one end to the piston-rods, and at the other end to the bell-cranks G, which are reversed laterally, so as to draw upon the rods (1.

What I claim as my invention, and desire to secure by Letters Patent, is-

1. In. a steam or fluid brake, a pair of brakeshoes on each side of the locomotive, between the drivers, connected together by a togglejoint and the brake mechanism of the tender, in combination with two cylinders situated between the drivers and two equalizing-bars, the power of the piston-rods being applied directly to the toggle-joints of the locomotive brakeshoes through one end of said equalizing-bars, and to the brake mechanism of the tender through the other end of such bars, substantially as described and shown.

2. In a steam or fluid brake, the combination of the brake-shoes I connected by toggle-joints E, and the rods Z, leading to the brake mechanism of the tender, with the two cylinders situated between the drivers, the link and equalizing-bar for connecting the piston-rod of each cylinder to the toggle-joint of thebrake-shoes, and the link and bell-crank for connecting the other end of the equalizingbar with one of the rods (1, substantially as described and shown.

3. In a steam or fluid brake, the combination, with the tender, of the flexibly-hung bar H, connected centrally with the power-brake of the locomotive, and at its ends, by rods f, with the brake-levers of the tender, and the hand-brake connected with the center of said flexibly-hung bar, substantially as and for the purposes set forth.

4. In a steam or fluid brake, the combination, with the power-brake of the locomotive having equalizing-bars, of the brake-levers of the tender, connected to such equalizing-bars through the flexibly-hung bars H e, and suitable rods, ehains, and levers, substantially as described and shown.

5. In a steam or fluid brake, the combination, with the cylinders surrounded by jackets, of the hot-air pipes connecting the lire-box of the locomotive with such jackets, for heating the cylinders by the products of combustion, substantially as described and shown.

6. Ina steam or fluid brake, the combination, with the cylinders surrounded by jackets, of the ejectors for enforcing a circulation of the heating medium through such jackets, substantially as described and shown.

7. In a steam or fluid brake, substantially as described, the combination, with the cylinders, of the bosses i in the bottoms of the same, for the purpose set forth.

HENRY I. BEARUP.

Witnesses:

JAMES H. STATE, LIVY CHAMBERLAIN. 

